Robert E. Lynn

Cougar F9F-8P #94822 November 1958
Dear Skipper:

This newsletter may be a bit premature since November is still with us, but it's now or never as the end of the operation draws nigh.

We departed Norfolk on 3 November aboard the USS INTREPID (CVA-11) for LantFlex 2-58. Since most of us are warm weather sailors at heart, we were fortunate that the exercise was scheduled for the Caribbean area. We certainly have no complaint about the scheduling of the photo planes on this ship. Prior to the loss of Sealtest 948, we had been scheduled for an average of three-two plane launches per day (six sorties) and when we came within range of land targets, all of our flights were scheduled and flown as P/R. We were indeed gratified by our reception and the understanding of our problems that was shown by all concerned and I feel that this condition was partially brought about by the fine reputation Barney SMITH's team enjoyed while aboard. Thanks, Barney, for preparing a smooth road for us!

ComSecFlt is aboard INTREPID c. d the personal liaison thus possible has been most beneficial. Most of our contact with the Staff has been with LCDR R. D. SULLIVAN, Staff P.I. Officer. We had a fine working arrangement: LCDR SULLIVAN wanted photos, photos, and more photos. We, in turn, were only too pleased with the opportunity to get them for him. Also on ComSocFlt Staff, is LCDR Harlan WILLIAMS, who invented the SMA mount. He is with Staff Air Operations and has given us much encouragement and aid.

It has been my policy to have a manned spare for every launch, availability permitting (which it almost always did), even though the two scheduled aircraft seldom went down. "Somebody up there" apparently noticed this, and after the first three days or so, we were scheduled for eight (8) sorties a day: two three plane launches, and one two plane launch. This enabled us to cover many more targets than we would have ordinarily been able to do.

Well, there we were in a bed of roses, as it were, and then Black Monday, 17 November, rolled around. Bob LYNN, Jerry VAUGHT, and George MODRAK, were scheduled for a P/R flight shortly after the ship left Barbados. Bob was launched last, and on his climbout rendezvous, suffered what we believe to have been a voltage regulator failure, which caused a severe electrical fire, trim tab runaway to full 4o nose down, and associated problems such as no fuel transfer, no fuel quantity indication, no radio, etc. He dropped his wheels, but when the flaps were lowered, the nose of the aircraft pitched down to such an extent that full back stick would not maintain level flight. He then retracted the flaps and when the deck was clear, attempted a no flaps approach. Two hands were required to maintain level flight at all times. Jerry had joined on him by this time, and received from him a fuel signal, followed by a thumbs down, Bob, we found out later, could not jettison his drop tanks, which were full, as were the wing cells. He made a good approach, considering the situation, but the hook failed (never even slowed him down)
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and he successfully boltered. It was decided that the barricade; could not hold him so Jerry was instructed to take the lead and divert to Seawall Air Field, at Barbados. Enroute, #948 flamed out, apparently from fuel exhaustion. Bob successfully ejected and was picked up shortly by an inter-island schooner. A civilian amphibian just happened to be inbound to Barbados at this time, so Seawall tower diverted it to the scene. He landed alongside the vessel, picked up Bob and landed him, at Sewell, from where he was returned next AM in the ship's TF. The civilian population was considerably impressed, I understand, as simultaneously with 948's crash (not 5 miles from the town), the massed air group flew over Bridgetown, Barbados in a sort of fare well flyover. The populace must have considered it a spectacular climax to the Air Show.

We have discovered (or rediscovered) one interesting fact about the Cougar that we are certain will bring shrieks and sobs from '01 Cougar Drivers, in addition to cries of "Never", "Not So" from the rest. The fact is this: DROP TANKS DO HELP: We have been able to cover targets normally beyond the range of a Cougar when operating within a fixed cycle time. By proceeding to target at max continuous power, thus gaining precious minutes over the target, and booming back to the ship the same way, we can go farther, have more time over target, and have more fuel upon return than a Cougar without tanks. True, some performance is lost (.02 IMN and 300# HR at 20M) but the extra fuel available more than offsets this. Det 33 is sold on the tanks! The only time we do not plan to carry them is if scheduled for a high altitude, VMAX type of flight (and if it's dangerous, we will recommend the Crusaders for the job). Many comments such as, "Gee I didn't know a Cougar could carry tanks", have been received, along with expressions of doubt that the plane would actually fly.

Liberty in Barbados was not quite so gay as in, say, New Orleans, but it was different. Mellow weather, much rum, and happy hour prices everywhere eased the many tensions developed by that long eleven day cruise. Everyone arrived back alive and healthy (we hope) after exploring all cultural aspects of the Island.

We have the good fortune to have assembled a group of officers and men who are a team in spirit as well as in name. To quote a favorite phrase of George MODRAK's; "Just a bungalow of bliss". Cooperation among all hands has been outstanding - where there's a job to be done in a rush everyone turns to. A good example of the team can-do spirit is this episode :

SCENE 1; Time : 0645
Place: USS INTREPID CVA-11), flight deck port side. Plane
Captain gazing in consternation at drop tank leaking
fuel through a faulty seam. Aircraft scheduled for
0730 launch.

Problem: What to do?
SCENE II; Time 0710, Same place

"Pilots man your planes". Pilot approaches aircraft, not really expecting to go - couldn't possibly get another tank hung in this short time!! Sees one tank on deck, another being lifted into place by many hands. Hmm, might make it! Looks like the whole Detachment is helping.

SCENE III: Time 0730; Aircraft launched, soley due to team effort.

As you probably have inferred by now, we are pretty well pleased with our first operation except for that bad, bad, 17th of November. Statistically, it can be summed up as follows:

This has been accomplished in 13 flying days, as of 22 November.

We have the beginnings of a well knit air group in CVG-6 and are anticipating the long cruise with them.

For an old straight deck aviator, this angled deck is real gentleman's flying. To make things even nicer, we have ready tankers at all times when the jets are flying - During the cycle, the AD tanker orbits over - head at Angels 10. During the recovery, his station is at 1500 feet, 3-4 miles ahead of the ship. Having had to utilize the tanker once (plugged in at 700 pounds) , Norm YOUNGBLOOD can attest to the ease of mind given by its presence. It do make it nice!

THE LOADER'S LAMENT

Load,off load, and load again has been our theme for these short exercises prior to leaving CONUS. This is not a new headache nor has any remedy been found by us to ease the provoking situations which occur. A cargo manifest and a passenger manifest are the only gouges provided that are used.

Det 33 left Cecil via three sorties (R4Y type). Somehow between the hangar deck of 'CL #67 and the terminal loading platform an engine sling was lost. After carquals when the pilots returned to pick up our drop tanks the sling was found in a rather obvious place (the trunk of C.C. SMITH's car). On reflection, it has been confirmed that C.C. was the last person from the parent Maintenance Department to say fond adieu. His remark at the time was "I've just locked all of our spaces and posted a watch at each door". We all noticed a large grin creep over his countenance as he eyed our engine sling which we had very adroitly cunshawed……

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